meinong



PATBNTBD FEB. 16, 1904.

R. v. Mmmm PERMANENT msi.V APPLIUTION ILEDYAPB. 7, 1903 Nql 752,403,

NO MOD-EL.

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To all whom t may concern:

Patented February 16, 190%;A

UNITED'STATES PATENT OFFICE.

RAFAEL V. MEINONG, OF INNSBRUCK, AUSTRIA-HUNGARY, ASSIGNOR OF TWO-THIRDSTO THE FIRM OF OESTERREICHISOHE ASPHALT AOTIENGESELLSOHAFT AND OTTO.FREII'iERR VON CZEDIK, OF

VIENNA, AUSTRIA-HUNGARY.

PERMANENT WAY.

SPECIFICATION forming part of Letters PatentNo. 752,403, dated February16, 1904.

' Appncaion nea apra 7, '1903; serai an. 151,536. er@ man.)

Be it known that I, RAFAn/nRrr'rnR von MEINONG, a subject of the Emperorof Austria-Hungary, residing at Innsbruck, Tyrol,

Austria-Hungary, have invented certain new and useful Improvements inPermanent Ways, of which the following is a specification.

In the endeavor to provide a permanent way which is really equal tomodern requirements attempts have been made, first, to

strengthen the rails; secondly, to improve the joints of the latter,and, linally, to produce a better ballast. My invention is the result offurther pursuit in this direction with a view to increasing the carryingpower of vthe rails' and to enabling the ballast to more perfectly'fulfil the duties of the special supporting and fastening means usuallyemployed for the rai s.

Forthe purpose in view, sleepers being dispensed with, I partly replacethe ordinary gravel ballast by beaten or stamped cement ballast, (ifdesired,provided with iron strengthening members,) which more or less,directly or indirectly, surrounds the rails, whereby special supportingand fastening members, of whatever description, are renderedunnecessary, the ballast, with the rails embedded in it, constituting anextremely-durable girder. The advantages of my system of thus embeddingthe rails in ballast consist in the simpli. cation of the structure as awhole, the absence of sleepers and fastening devices, increasedresistance of the permanent way to vertical and lateral forces exertedby rapidlytraveling loads, independently of the rail-section andatmospheric influences. Thus safe running is promoted, and at the sametime the costs of maintenance reduced.

My invention is illustrated by the accompanying drawings, in which-Figure 1 is a cross-section of a permanent way suitable for lighttraffic. Fig. 2 is a crosssection of a level crossing constructedaccording to this invention. Fig. 3 is a cross-section of a permanentWay adapted for heavier traiiic.

more especially/adapted for use when my in- 'vention is to be applied toexisting railways.

Fig. 5 is a longitudinal section through Fig. 4.

Fig. 6 is a plan of' Fig. 5. Fig. 7 is a detail n view to be hereinafterreferred to.

In the permanent way shown in Fig. 1, and' 4more particularly adaptedfor light traffic, the

rails l are embedded in stamped concrete 2in such manner thatonly thetread and the inner side of the head of the rails are left exposed.

The stamped concrete forms a part of the ordinary gravel ballast 3,which lies in the normal manner on the ordinary earthworlr Ll. Theconcrete may take the form of a continuous uninterrupted course or ofshort blocks or lengths.- Therirst method most perfectly realizes theadvantages above stated, since 'the rails and ballast are then united toform a continuous concrete iron girder.

Fig. 2 illustrates a suitable method of constructing level crossings ortramway-lines according to my invention. As in Fig. 1, only the treadand the inside surface of the heads of the, rails remain exposed. Thecentral two small grooves 5 are provided in the concrete for the flangeof the wheel.

The above-described permanent way, however, while presentingtheadvantages already referred to, requires supplementingif it is intendedto withstand the wear and tear of eX- press traflic. For this purpose,so far as the forces acting in vertical direction require it, the lowerportion of the concrete is strengthened by any desirable number of irodrods 6, bars, wires, or the like stamped into the concrete and runningparallel to and preferably directly below the rails, as shown inV Fig.3.

Forces acting in lateral direction are met by iron transversestrengthening members 7 which may advantageously have hooked ends,trending upward and then downward. Other strengthening members may bearranged crossing-v1. e., obliquely to-the said members 6 and 7 and thusuniting the properties ,channel for draining the track is omitted and ofboth to some extent.

To construct a permanent way of this description, however, is not wellpracticable on existing railways on which there is heavy service, inview of the time required for the concrete to thoroughly harden.

Figs. 4 to 6 illustrate the system adopted by me for providing a stampedconcrete permanent way in such cases-that is, on existing railways,where continued motion of the rails on the one hand and the slowhardening of the concrete on the other hand have bothto be taken intoaccount. In such cases the sleepers should not be at once dispensedwith, but must be spaced out as far as possible. The concrete has thento be laid in the spaces between the sleepers in'such manner that therails and concrete do notcontact with each other, as Fig. 4 shows.Channels 8 are thus formed, the walls of which may approach each. othertoward the top, Fig. 4, or toward the bottom, Fig. 7, or may runvertically upward, and in these channels the rails can move freely underthe passing load. After the concrete has perfectly hardened thesechannels 8 are filled up with any suitable rapidlyhardening andpreferably elastic mass-e. g., some kind of asphalt preparation, wherebythe rails receive a certain firm packingwrails-concrete, and moving bodybeing thus saved wear and tear. The sleepers can now be removed and thegaps thus left filled up in the manner already described with stampedconcrete, whereby a continuous concrete ballast is formed. Finally thechannels of this subsequently-laid concrete are filled up also, so thatthe rails are firmly. and elastically connected throughout their entirelength.

` The form of channel illustrated in the detail view Fig. 7 facilitatesremoval of the filling mass in the case of repairs or relaying of rails.

It may b'e added that the last-mentioned method of forming the permanentway can under certain conditions also be advantageously employed inconstructing new railways.

What I claim is- Y Il. A permanent way comprising stampedstrengtheningmembers embedded in the con-A crete and extending parallel with, andunder the rails, substantially as described.

3. vA permanent way comprising stamped concrete, rails lying in theconcrete, and strengthening members embedded in the concrete below thelevel of the rails and extending transversely thereof, substantially asdescribed.

4. A permanent way comprising stamped concrete, rails lying in theconcrete, and strengthening members embedded in the concrete and eachextending transversely of the rails and under both of them,substantially as described. y

5. A permanent way comprising stamped concrete, rails lying in theconcrete, and strengthening members embedded in the concrete below thelevel of the rails, some of said members extending parallel with therails and the others transversely thereof, substantially as described. Y

46. A permanent way, comprising stamped concrete lying upon a suitablebed and provided with channels, and rails lying in said channels andheld therein by a quickly-hardening filling mass, substantially asdescribed.

In testimony that I claim the foregoing I have hereunto set my hand this24th day of March, 1903.

RAFAEL V. MEINONG. Witnesses:

ALvEsTo S. HOGUE, AUGUST FUGGIR.

